Triple valve.



No. 667,355. Patented Feb. 5, l90l.

G. W. WILDIN.

' TRIPLE VALVE.

(Application filed May 81, 1900.)

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. No. 667,355. Patented Feb. 5, I901.

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. fame VALVE. A umioi man m 31, 1900.

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UNITED STATES PATENT QFICE.

GEORGE W. WILDIN, OF SAVANNAH, GEORGIAQASSIGNOR OF ONE-THIRD TO WILSONE. SYMONS, OF SAME PLACE.

T RlPL-E. VALVE.

SPECIFICATION formingpart of Letters Patent No. 667,355, dated February5, 1901.

. Application filed May 31, 1900. Serial No. 18,631. (No model.)

To all whmn it may concern:

Be it known that I, GEORGE W. WILDIN, a

' citizen of the United States, residing at Savannah, in the county ofOhatham and State of Georgia, have invented a new and useful TripleValve, of which the following is a specification.

This invention relates to air-brake'mechanisms in general, and hasspecific reference to the triple valve mechanism, one object of theinvention being to provide a construction wherein the desired pressurefor emergency stops may be retained irrespective of the frequency of thestops, and thus may the emergency apparatus be in condition foroperation at all times.

Afnrther object of the invention is to provide means for feeding theemergency-reservoir independently of the service auxiliary reservoir andalso means for communicating the emergency-reservoir at the proper timeswith the brake-cylinder and for venting the trainpipe pressure to theatmosphere at the proper times.

Additional objects and advantages will be apparent from the followingdescription.

In the drawings forming a portion of this specification, and in whichlike numerals of reference indicate similar parts in the several views,Figure 1 is a central longitudinal ver tical section taken through thevalve mechanism. Fig. 2 is a vertical transverse section taken at rightangles to the section of Fig. l and showing the valves for operating theemergency apparatus. Fig. 3 is a longitudinal section of the two-partauxiliary reservoir. Fig. 4 is a diagram showing the arrangement of thereservoirs with respect to the valve mechanism.

Referring now to the drawings, the casing of the valve mechanismcomprises three parts 5, 6, and 7, as usual and as shown in thedrawings, the main portion 5 having a cylindrical chamber 8 therein,adjacent the portion 6, and in'which chamber is slidably disposed theclosely fitting graduating piston 9, the stem 10 of which extends intothe valve-chamber 11. In the lower wall of the valve-chamber 11 areformed two ports 12 and 13, of which port 13 is an exhaust-port, whileport 12 leads by way of passage 14: to the brakecylinder passage 15,which communicates directly with the brake-cylinder. Against the lowerwall of the valve-chamber 11 is disposed a slide-valve 16, having achannel 17 in its under face, which is adapted to communicate with ports12 and 13, simultaneously connecting the brake-cylinder with theexhaust-port 13 through ports 15, 14, 12, and 17, this valve beingreciprooated by the graduating-piston, said valve lying with its upperportion in the recess 18 in the under side of the stem of thegraduating-piston and said recess being somewhat longer than the valvein. order that the piston may have a slight degree of 'lost motion withrespect to the valve to operate the graduating-valve in a mannerhereinafter described. A serviceport 19 is formed in the under side ofthe slide-valve and leads to the graduating-passage 20, formedlongitudinally of the slidevalve and having a valve-seat 21 at itsforward end adapted to receive the graduatingvalve 22, the'outer end ofwhich is connected with the stem of the graduating-piston by means of apin 23 upon the piston and which engages a slot 24in the valve 22. Thusif the graduating-piston be moved forwardly from the position shown'thegraduating-valve will be first moved from its seat and the slidevalvewill be then operated to communicate the graduating-passage 20 with theport 12 and therethrough with the brake-cylinder,and

that further movement will cause the'slidevalve to pass entirely beyondthe port 12 and permit it to communicate directly with the valve-chamber11.- In the cylindrical passage in which the graduating-valve-operatesor communicating therewith is a service-port 25, which when thegraduating-valve is unseated communicates the graduating-passagedirectly with the chamber .11, thus communicating the brake-cylinderwith the valvechamber 11 through port 12, the graduatingpassage, thegraduating-valve seat, and the service-port 25. During this operationthe graduating-piston has a degree of lost motion with respect to thegraduating-valve due to the length of the slot in' the graduatingvalve,with which the pin 23 slidably engages, this lost motion, however, beingless than the lost motion between the end of the graduatto the movementof the slide-valve.

ing-piston stem and slide-valve in order that the grad uating-valve maybe operated prior The valve-chamber 11 is hushed, as shown, and at theinner end of this bushing is formed a seat 26, which receives thefrusto-conical hub 27 upon the rear face of the graduating-piston, andin this seat is formed a feed-passage 28, which leads from thevalve-chamber 11 to the interspace between the graduating-piston and therear end of the cylinder 8, this interspace being in communication withthe forward portion of the cylinder 8 through the medium of thefeed-port 30, formed in the upper Wall of the cylinder and reaching justbeyond the front and rear faces of the piston when the latter is in itsrearward position. The cylinder 8 communicates with the chamber 31 inthe portion 6 of the casing through openings 32 in the dividing-wall 33,and through this wall projects the usual graduating-pin 34, which isheld normally projected into the cylinder by means of an encirclinghelical spring 35, of usual arrangement. The train-pipe is connectedwith the casing element 7 in the usual manner and communicates with thechamber 36 at the lower end thereof and also with the chamber 31, asshown. With this construction it will be seen that upon a slightreduction in trainpipe pressure the graduating-piston will be drawnrearwardly until it has moved a sufficient distance to cover thefeed-port 30, after which the pin 23 will engage-the end of the slot 24and will move the graduating-valve to open the service-port, at whichtime the rear'end of the stem 10 engages the end of the slide-valve andmoves said valve to move the passage 17 from port 12 and to communicatethe service-port 19 with port 1.2, at which time the pressure from theauxiliary reservoir 40 will pass through the slide-valve and thencethrough the brake-cylinder passage to the brake-cylinder to set thebrakes. To release the brakes, the pressure in the train-pipe isincreased, when the piston 9 is moved rearwardly. During this rearwardmovement the graduating-valve is first closed,

after which the slide-valve is moved to carry the service-port fromalinement with the brake-cylinder port 12, and continued movement of-thepiston moves the slide-valve to the position shown in the drawings, withthe brake-cylinder in communication with the exhaust-port through theslide-valve. The pressure in the brake-cylinder being then exhausted,the brakes are released. It the pressure in the train-pipe be thenraised, air will pass through feed-port and feed-passage 28, raising theauxiliary-reservoir pressure to the proper degree. In the making of anemergency application of the brakes the operation of this portion of themechanism is similar to that of the'usual construction. A suddenreduction in train-pipe pressure causes the graduating-piston to moveforwardly quickly and with sufficient momentum to move thegraduating-pin .34 against the tendency of its spring 35, this excessivemovement carrying the slide-valve beyond the brake-cylinder port 12,which latter is thus broughtin'to direct communication with thevalve-chamber ll'and the'rethrough with the auxiliary reservoir, theentire pressure of which is thus brought suddenly to bearin thebrakecylinder to set the brakes. When the train-pipe pressure is raised,the slide and grad hating valves are operated in the same manneras abovedescribed and the brakes are released.

In connection with the mechanism above described there is employed anemergencyreservoir and a system of valves, whereby when the train-pipepressure is suddenly reduced to a degree sufficient to operate theslide-valve to an extent to communicate the brake-cylinder port 12directly with the auxiliary reservoir through the valve-chamber 11thisemergency-reservoirwillbeautomatically brought into communicationwith the brakecylinder to contribute its pressure thereto to effect aquick and strong application of the brakes.

The emergency-reservoir is formed by dividing the auxiliary reservoir,which is of greater capacity than usual, into two compartments 40 and41, of which the compartment 40 is what may be termed the serviceauxiliary reservoir and 41 is the emergency compartment or reservoir.The compartment 40 is connected directly with the end of thevalve-chamber 11, while compartment 41 is connected directly with theemergency valvechamher 42 through an opening 43 in the side of thelatter. Leading from thechamber 42 is a passage 44, which communicateswith the brake-cylinder feedpassage 15 and which is protected againstback pressure by means of a check-valve 45, disposed at its end andswinginginto the passage 15. Atthe end of the passage 44, whichcommunicates with chamber 42, is formed a valve-seat 46, upon which isdisposed a valve 47, which opens into the valve-chamber, this valve47having a stem 48,which is continued downwardly therefrom and passesthrough abox 66 in the lower wall of passage 44 and into a cylinder 49,where it is connected with a piston 50, which fits the cylinder snugly.This cylinder is normally air-tight and for this purpose has a head 51at its lower end, provided with an opening 52, providedwith acircumscribing valve-seat 53 at the lower side of the head, and whichseat receives a valve 54, which is adapted .to open from the cylinder.Leading to the valve-seat 53 is a passage 56 below the cylinder-head 51and into which the valve 54 is adapted to open and which communicatesdirectly with the train-pipe through the casing-section 7,whereby whenthe valve 54 is open direct communication is established between thetrain-pipe and the cylinder 49 below the piston therein. The valve 54has a stem 57, which passes througha box in the lower wall of passage 56and projects into a cylinder 58 therebeiow, where it has attachedthereto a piston 59, which snugly fits the cylinder, said piston havingan equalizing-port 6O therethrough for a purpose which will be presentlydescribed. The valve is held normally in its closed or raised positionby means of a helical spring 61, which encircles the jam-nut 62 on theend of stem 57, which holds the piston 59 in place,

the lower end of the spring being disposed upon the upper end of a stud63, having a threaded lower portion engaging the threads ofthedrain-opening 64 at the lowermost point of the chamber 36 of the casingof the mechanism. The valve 47 is held normally closed by means of ahelical spring 65, which encircles the stem 48 and bears at its lowerend against the piston 50, while its upper end rests within and againstthe upper end of a recess 66 below the box in which stem 48 operates.Leading from the cylinder 49, which may be termed the vent cylinder, arevent-openings 68, below which the lower face of piston 50 normally lies,but which openings are uncovered when the piston rises under theinfluence of train-pipe pressure against the lower face of the piston.In order to feed the emergency-reservoir, an opening or 'duct 69 isformed through the wall of the cylinder 8 and communicates with thefeed-port 30 and which duct is adapted to be closed at its upper endagainst pressure in the direction oficylinder 8 by means of avalve 70 inthe valve-chamber 71, and leading from chamber 71 is a feed-passage 72,which communicates with the valve-chamber 42. Thus when the train pipepressure is raised to charge the service-reservoir 4O pressure alsopasses through duct 69 and passage 72 to chamber 42 and thence to theemergency-reservoir through pipe 43, return pressure being prevented byvalve 70. With this construction the operation of the emergencyapplication-is as follows, it being understood that the serviceauxiliary reservoir is brought into operation for the emergencyapplication at the same time with the emergency-reservoir and in themanner above described: Normally the parts are in the positions shown inthe drawings, there being an equalization of pressure on both sides ofpiston 59 through port 60.. If a sudden reduction in train-pipe pressurebe then made, the pressure in chamber 36 will drop below that incylinder 58 above the piston 59, and owing to the smallness of the portthis difference in pressure will not equalize with suliicient rapidityto prevent piston 59 from moving downwardly to unseat the vent-valve 54.When valve 54 is thus opened, the train-pipe pressure is applied to thelower face of piston 50, and owing to the excessive area of said pistonover the valve 47 said valve is raised against the pressure from theemergency-reservoir, when the emergency-pressure passes through passage44, raises check-valve 45, and acts directly against the piston ofthebrake-cylinder. As soon as the piston 50 has moved a sufficientdistance to uncover the-vent-passages 68 the pressure in cylinder 49below the piston 50 drops, when the spring 61' acts to move thevent-valve 54 to its seat in order that the auxiliary reservoirs may berecharged, as above described, and the parts may be operated to releasethe brakes at the proper time, it being of course understood that thebrakes are released before the recharging is effected. With thisconstruction it will be seen that under ordinary conditions-that is, inservice applications of the brakes, where the trainpipe pressure isgradually reduced-there is no operation of the piston 59 for the reasonthat port 60 permits equalization at both sides of the piston andprevents its movement, but that in emergency cases theemergency-reservoir is brought quickly and positively into operation,with the desired result. I

In practice various modifications of the specific construction shown maybe made and any suitable materials and proportions may be used for thevarious parts without departing from the spirit of the invention.

What is claimed is- 1. In a fluid-pressure brake apparatus, a serviceauxiliary reservoir,an emergency auxiliary reservoir, a brake-cylinder,a valve device for establishing communication between the serviceauxiliary reservoir and the brakecylinder upon a reduction in train-pipepressure and means movable independently of said valve device forcommunicating the em ergency auxiliary reservoir with the brakecylinderupon a further sudden reduction in train-pipe pressure.

2. In a fluid-pressure brake apparatus, a service-reservoir, anemergency-reservoir, a brake-cylinder, means for establishingcommunication between the brake-cylinder and service-reservoir uponreduction of train-pipe pressure, and independently-operable means forcommunicating the emergency-reservoir with the brake-cylinder, uponsudden reduction of pressure simultaneously with or subsequent to thereduction to effect the operation of the service-reservoir.

3. A fluid-pressure brake apparatus comprising a brake-cylinder, aservice-reservoir, an emergency-reservoir, means for communicating theservice-reservoir with the brakecylinder upon reduction of train-pipepressure and independently-operable means for communicating thebrake-cylinder with the emergency-reservoir upon further suddenreduction of train-pipe pressure.

4. A fluid-pressure brake apparatus comprising a service auxiliaryreservoir, an emergency auxiliary reservoir, a brake-cylinder, means forcommunicating the service auxiliary reservoir with the brake-cylinderupon reduction of train-pipe pressure, and means independent of thefirst-named means operable either simultaneously with or subsequent IIOwith the service auxiliary reservoir and ineluding a graduating-piston,means independent of the first-namedme'ans for communicating theemergency-reservoir with the brakecylinder, both of said means beingoperable by reduction of train-pipe pressure, and independentfeed-passages between the trainpipe and the auxiliary reservoirs andcontrolled by the graduating-piston.

6. A fluid-pressure brake apparatus comprising a service auxiliaryreservoir, an emergency auxiliary reservoir, a brake-cylinder, atriple-valve device for communicating the service auxiliary reservoirwith the brake-cylinder, means operable independently of thetriple-valve device for communicating the emergency-reservoir with thebrake-cylinder, said means being operable by reduction of train-pipepressure, and a feed-passage for the emergency-reservoir controlled by amember of the triple-valve device, which communicates the serviceauxiliary reservoir with the brake-cylinder.

7. A fluid-pressure brake mechanism comprising a service auxiliaryreservoir, an emergency auxiliary reservoir, a brake-cylinder, atriple-valve device operable by reduction in train-pipe pressure forcommunicating the service-reservoir with the brake-cylinder, a valve forcommunicating the emergency-reservoir with the brake-cylinder andoperable by train-pipe pressure, and means operable independently of thetriple-valve device by reduction in train-pipe pressure for exposing thevalve to operation by the train-pipe pressure.

8. In a fluid-pressure brake mechanism, the

combination with abrake-cylinder, a service auxiliary reservoir andmeans for operably communicating the reservoir and cylinder, of anemergency-reservoir adapted for communication with the brake-cylinder, avalve for controlling said communication and having an operating-pistonfor exposure to trainpipe pressure, a valve for controlling the exposureof said piston, a piston connected with the last-named valve and havingan equalizingport, said piston being operable in one direction byreduction in train-pipe pressure, and means for returning the pistonwhen equalization has taken place.

9. -A fluid-pressure brake mechanism comprising a brake-cylinder, anemergency-res ervoir, and means operable by reduction of train-pipepressure for communicating the reservoir with the brake-cylinder, saidmeans including a controllingvalve, and a train-' pipe ventcon trolledby said controlling-valve.

10. A fluid-pressure brake mechanism comprising a brake-cylinder, anauxiliary reservoi r, a train-pipe and means for com mu nicating thereservoir with the cylinder and for venting the train-pipe, said meansincluding a valve for controlling the communication of the reservoir andcylinder, a piston connected with the valve for operating it anddisposed to open and close the vent when the piston is exposed totrain-pipe pressure, a vent-valve for controlling the exposure of thepiston and having an operating-piston which is operable in one directionby reduction in train-pipe pressure, and means for returning thelastnamed piston to correspondingly move the vent-valve.

In testimony that I claim the foregoing as my own I have hereto affixedmy signature in the presence of two Witnesses.

GEORGE W. WILDIN.

Witnesses:

W. Ross. GRAVENER, FRANK L. ANTHONY.

